새로운 비황분계 부취제 혼합 LPG 연료의 엔진성능과 배출가스 특성에 관한 연구

LPG (Liquefied Petroleum Gas) has been widely used as an alternative fuel for gasoline and diesel vehicles in light of clean fuel and diversity of energy resources. But conventional LPG vehicles using carburetors or MPI fuel injection systems can’t satisfy the emissions regulations and CO2 targets of the future. Therefore, it is essential to develop LPG engines of spark ignition or compression ignition type such that LPG fuel is directly injected into the combustion chamber under high pressure. A compression ignition engine using LPG is the ideal engine with many advantages of fuel economy, heat efficiency and low CO2, even though it is difficult to develop due to the unique properties of LPG. This paper reports on numerical and experimental studies related to LPG fuel for a compression ignition engine. The numerical analysis is conducted to study the combustion chamber shape with CATIA and to analyze the spray and fluid behaviors with FLUENT for diesel and LPG (n-butane 100%) fuels. In one experimental study, a constant volume chamber is used to observe the spray formation for the chamber pressure 0 to 3MPa and to analyze the flame process, P-V diagram, heat release rate and emissions through the combustion of LPG fuel with the cetane additive DTBP (Di-tert-butyl peroxide) 5 to 15 wt% at 25MPa of fuel injection pressure. In engine bench tests, experiments were performed to find the optimum injection timing, lambda, COV and emissions for the LPG fuel with the cetane additive DTBP 5 to 15 wt% at 25MPa fuel injection pressure and 1500 rpm. The penetration distance of LPG (n-butane 100%) was shorter than that of diesel fuel and LPG was sensitive to the chamber pressure. The ignition delay was in inverse proportion to the ambient pressure linearly. In the engine bench tests, the optimum injection timing of the test engine to the LPG fuel with DTBP 15 wt% was about BTDC 12° CA at all loads and 1500 rpm. An increasing of DTBP blending ratio caused the promotion of flame and fast burn and this lead to reduce HC and CO emissions, on the other hand, to increase NOx and CO2 emissions.

A comparison of performance and exhaust emissions with different valve lift profiles between gasoline and LPG fuels in a SI engine

The use of alternative fuels is a contemporary trend in science aimed at the protection of non-renewable resources, reducing the negative impact on people and reducing the negative impact on the natural environment. Liquefied petroleum gas (LPG) is an alternative fuel within the meaning of the European Union Directive (2014/94/UE), as it is an alternative for energy sources derived from crude oil. The use of LPG fuel in low-power internal combustion engines is one of the currently developed scientific research directions. It results from the possibility of limiting air pollutant emissions compared to the commonly used gasoline and the lower cost of this fuel in many countries. By “gasoline 95” the Authors mean non-lead petrol as a flammable liquid that is used primarily as a fuel in most spark-ignited internal combustion engines, whereas 95 is an octane rating (octane number). This article presents the results of research on fuel consumption, toxic exhaust gas emission, and operating costs of a woodchipper used for shredding branches with a diameter of up to 100 mm in real working conditions. The woodchipper, powered by a 9.5 kW internal combustion engine, fueled by gasoline and LPG was tested. Liberal regulations of the European Union (Regulation 2016/1628/EU) on the emission of harmful exhaust compounds from small spark-ignition engines (up to 19 kW) and non-road applications contribute to the low technical advancement level of these engines. The authors researched a relatively simple and cheap LPG fueling system, as in their opinion, such a system has the best chance of being implemented for use. In the study, the branches of cherry plum were shredded (Prunus cerasiferaEhrh. Beitr. Naturk. 4:17. 1789 (Gartenkalender4:189-204. 1784)). Their diameter was ca. 80 mm, length 3 m, and moisture content ca. 25%. The system was tested during the shredding of the branches in real working conditions (the frequency of supplying the branches about 4 min−1 and the mass productivity of about 0.73 t/h). Based on the recorded results, it was found that the LPG fueled engine was characterized by higher carbon monoxide (CO) and nitrogen oxides (NOx) emissions by 22% and 27%, respectively. A positive effect of using LPG was the reduction of fuel consumption by 28% and carbon dioxide (CO2) and hydrocarbons (HC) emissions by 37% and 83%, respectively. The results of the research show that the use of alternative fuels can bring benefits in terms of CO2 and HC emissions, but at the same time be characterized by an increase in CO and NOx emissions. Further research should be conducted on innovative alternative fuel supply systems, such as in the automotive industry. At the same time, legislators should limit the use of low-quality fuel supply systems with the limits of pollutant emissions in exhaust gases, contributing to the development and economic competitiveness of new fuel injection systems.

This study aimed to evaluate the environmental impact of using liquefied petroleum gas (LPG) in small fishing vessels by conducting a life cycle assessment (LCA) in Korea. For the first time in the country, LPG engines designed for small fishing ships were utilized in this study. In addition, this research examined the potential benefits of employing Bio LPG, a renewable LPG produced from two distinct raw materials (crude palm oil (CPO) and refined, bleached, and deodorized (RBD) palm oil), instead of conventional LPG. The LCA findings reveal that utilizing LPG fuel in small fishing vessels can reduce greenhouse gas (GHG) emissions by more than 30% over conventional gasoline and diesel fuels. During the life cycle of vessels that use LPG fuel instead of gasoline and diesel fuels, there is a reduction of 2.2 and 1.2 million tons of GHG emissions, respectively. Moreover, substituting conventional fossil fuels with Bio LPG can result in over 65% reduction in GHG emissions. For the life cycle of boats that use Bio LPG fuel in place of gasoline and diesel fuels, the reduction of GHG emissions was 4.9 million tons and 2.5 million tons for CPO and 5.2 million tons and 2.7 million tons for RBD, respectively. This study not only underscores the substantial advantages of using Bio LPG over conventional fossil fuels but also presents conventional LPG as a way to reduce GHG emissions and promote sustainable practices in the fishing industry.

As daily needs and fuel prices continue to rise and non-renewable natural resources diminish, alternatives are needed to replace these energy sources with renewable energy. Data from the National Energy Council shows that in Indonesia, only 16.358 household biogas digester units have been installed, or about 1.6% of the total potential that can be utilized. This research aims to compare the performance of biogas from human feces with liquefied petroleum gas (LPG) as fuel for water pump engines. The method used is experimental, involving the modification of the carburetor on the water pump engine, followed by direct measurement and analysis of the water pump results using variations of biogas and LPG fuels. A literature review indicates that biogas has great potential as a renewable energy source, but its utilization in Indonesia remains very limited. In this study, the test variables include variations in pump speed at 3800, 5300, and 6600 rpm. The test results show that the mass flow rate of biogas compared to LPG yields the highest discharge at 6600 rpm (0.118: 0.150 m³/s). For both biogas and LPG fuels, the maximum shaft power of the water pump engine reaches 3.9 kW at 6600 rpm. The maximum waterpower generated by the water pump engine using biogas and LPG is 1.26 kW and 1.6 kW at 6600 rpm, respectively, while the maximum efficiency reaches 32% with biogas and 41% with LPG. Therefore, the higher the water pump engine speed, the higher the values of shaft power, engine power, discharge, and efficiency. The efficiency ratio comparison between biogas and LPG at 6600 rpm is 3:4.

The objective of this study is to investigate and compare the performance and emission characteristics of the liquefied petroleum gas (LPG)-fuelled engine generator and the conventional gasoline-fuelled engine generator. The approach involves converting a gasoline engine generator, commonly used in Malaysian night markets to generate electricity, to the LPG engine generator. A four-stroke SI single-cylinder engine is equipped with an LPG injection system with minor modifications and then tested with both LPG and gasoline fuels. A venturi mixer (carburettor) was designed and in house constructed and then installed to deliver a proper A/ F ratio to the combustion chamber. The commercial computational fluid dynamics software FLUENT was used for simulation of air flow inside the mixer. The converted engine was tested at constant speed for its brake-specific fuel consumption (BSFC), efficiency, exhaust temperature, and exhaust gas emissions. The results show that the performance and emission characteristics of the LPG-fuelled engine are well suited for use in night markets. Average BSFC and average efficiency for the LPG engine over a range of loads were quite similar to those for the gasoline engine: the average BSFC was 0.95 kg/kWh for the LPG engine and 1 kg/kWh for the gasoline engine. The use of LPG as fuel in a gasoline engine causes only a slight reduction in efficiency as a 17 per cent reduction in average efficiency was recorded over the entire load range; however, the LPG engine fared better at higher loads than the gasoline engine for which only as low as a 4 per cent reduction was recorded at high loads. Emission tests seem to verify the minimal pollution products; there are significant reductions in the emission concentration results when LPG is used. Average decreases of 32 per cent for nitrogen oxide, 10 per cent for carbon dioxide, and 40 per cent for carbon monoxide were recorded. Although higher values of hydrocarbon (HC) were recorded, a 50 per cent reduction in HC was found for loads higher than 700 W. The study verified the more favourable features of LPG compared to gasoline as it is one of the best alternative fuels to gasoline for spark-ignition engine generators to solve the air pollution problem in night markets.

Liquefied Petroleum Gas (LPG) is widely used for cooking fuel in developing countries for economic reasons, for energy-rich fuel source that contains the higher calorific value, for clean fuel with low carbon emission and for a portable that is available in even the faraway of areas. Therefore the proposed gas leakage detection and monitoring system for the gasoline content present in household LPG cylinder is developed. Usually, the capacity of LPG in cylinder is not determined in an exact manner and a cylinder when the gas is about to empty will be a difficult situation for the one who uses LPG gas for cooking continuously. By using IoT, the information of the near to the empty level of LPG gas in the cylinder will send to the user and the gas refill method by using telephonic ordering can be conducted. The purpose of this research is the detection of gas leakage and monitoring the LPG gas cylinder weight regularly to know the remaining value of gas in the cylinder. When the gas leakage is sensed, the warning signal and alarm sound will be active and also switch on exhaust fan automatically to decrease the gas concentration. The weight of LPG is measured using the load sensor (SEN-10245) and the output of the sensor is connected with Arduino MKR Wifi 1010 microcontroller. The user can know the validity of LPG usage daily because the amount of LPG gas will publish as events and watch them come through in real-time using the Wia IoT cloud platform. Consequently, the user is alerted by giving SMS notification to their mobile phone when the LPG level is critically low (below 20%) by use of the integration function of the Wia IoT platform call Twilio, using its web service APIs. Then by detecting the gas leakage with MQ6 gas sensor, this research work indicates for gas leakage condition and also helps to prevent the LPG gas burst accidents in the home.

Summary Mitchell Energy Corp. has implemented a liquefied petroleum gas (LPG)/drive-gas miscible process in the Alvord (3000 ft Strawn) Unit in Wise County, TX, utilizing the U.S. DOE tertiary incentive program. The field has been waterflooded for 14 years and was producing near its economic limit at the time this project was started. This paper presents the results of the reservoir simulation study that was conducted to evaluate pattern configuration and operating alternatives to maximize LPG containment and oil recovery performance. Several recommendations resulting from this study were implemented for the project. On the basis of model predictions, tertiary oil recovery is expected to be between100,000 and 130,000 bbl [15 900 and 20 700 m3]or about 7% of the oil originally in place (OOIP) in the unit. An evaluation of the project performance through Dec.1981 is presented. This portion of the paper was written after drive-gas injection had just been initiated and represents only a preliminary evaluation of the project. In July 1981 the injection of a 16% hydrocarbon pore volume (HCPV) slug of propane was completed. Natural gas is being used to drive the propane slug. A peak oil response of 222 B/D [35.3 m3/d] was achieved in Aug.1981 and production has since been declining. This compares with a peak rate of 400 B/D [63.6 m3/d] during the waterflood, and an oil rate just prior to initiation of LPG injection of 7 B/D [1.1 m3/d]. The observed performance of the LPG flood indicates that the actual tertiary oil recovered will reach the predicted value, although the project life will be longer than expected. The results presented in this paper indicate that, without the DOE incentive program, the economics for this project would still be uncertain at this time. Introduction The Alvord (3000 ft) is approximately 10 miles [16 km]north of the town of Bridgeport in Wise County, TX(Fig. 1). The Alvord (3000 ft) Unit has been successfully waterflooded and was producing near its economic limit in Dec. 1979. A tertiary flood then was considered as an alternative to abandoning the field. Of the tertiary methods available, micellar flooding was eliminated from serious consideration because freshwater was not available and, according to published screening parameters, the calcium and magnesium concentrations were too high in the reservoir and supply water. CO2 was ruled out because of the question of miscibility at this depth and lack of supply. The LPG/drive-gas miscible process was chosen because miscibility could be achieved and convenient sources of LPG and natural gas were available. Economic risks were reduced because the DOE tertiary incentive program was available at that time. The LPG/drive-gas process has produced favourable results in waterflooded reservoirs in the past. The objective of this process in a waterflooded reservoir is to connect the residual oil with the injected LPG and displace it to the producing wells. The water must be displaced by the developing oil bank, the oil must be miscibly displaced by the LPG, and the LPG must be miscibly displaced by the drive gas. The mobility ratio is unfavorable at all flood fronts, and one should expect viscous fingering of the LPG into the oil bank and viscous fingering of the drive gas into the LPG bank. This is an important phenomenon and results in the rapid dissipation of small LPG slugs. When the reservoir is horizontal, the slug dissipation is faster because of stratification and gravity override. When the LPG slug is dissipated, the process reverts to an immiscible gas drive. In the early history of LPG flooding, the use of slugs that were too small probably prevented many projects from being as successful as expected. Several publications indicated that LPG slug sizes, on the order of 10 % HCPV or less, would be adequate for most reservoir situations. Later, others reported that because of viscous fingering, stratification, and gravity override, larger LPG slugs were needed. From the onset of this project it was felt that a successful project required a large LPG slug (about 20%HCPV). It was also recognized that a pattern flood configuration and operating procedure would have to be adopted that would prevent the mobilized oil and the displacing LPG solvent from migrating downdip into the aquifer. Thus a short simulation study was undertaken before embarking on the field project to evaluate alternative flood patterns and operating procedures and to estimate project recovery performance. General Field Description The field is in the central portion of the Fort Worth basin. It produces from an upper Pennsylvanian Strawn series sandstone, the Bryson sand, which was deposited by fluvial processes. A porous sand isopach of the Bryson sand is presented in Fig. 2. JPT P. 119^

Influence of fuel composition on polycyclic aromatic hydrocarbon emissions from a fleet of in-service passenger cars

Liquefied petroleum gas (LPG) is the dominant clean cooking fuel in India. Its use is growing at an average of rate of 12 % per annum over the past 30 years, and its cooking application is currently racing at 7 % per annum. It occupies 3 % space in the energy basket of the country and 8 % in the oil and gas space. The 66th round of National Sample Survey reveals that only 11.5 % of households in rural India use LPG as cooking fuel as against 64.5 % in urban India. Census 2011 has put the number at 11.4 and 65 %, respectively. In the Energy Development Index (EDI), devised by the International Energy Agency (IEA), the value for India has declined from 0.295 in 2007 to 0.294 in 2011 and that for modern cooking fuel (Kerosene and LPG) from 0.265 to 0.221. The present study analyzes the trend of household consumption and supply of LPG in conjunction with price. The study assesses the status of accessibility (of LPG and other fuels) and affordability of households for LPG, and analyzes the inter-fuel transition during the last decade. It tries to estimate the unrecovered cost of marketing LPG under the current pricing regime and examines its sustainability. The study estimates the investment required for putting up infrastructure and import facilities. The study uses time-series data pertaining to LPG consumers, quantity consumed, LPG distributors, bottling plants, and capacity. Consumption pattern is linked to macroeconomic aggregates like NNP and meaningful conclusions are drawn. Based on a primary survey, it assesses the pattern of LPG use in Indian rural households.

LPG (Liquefied Petroleum Gas) has become the fuel for cooking for most households in Indonesia. The use of LPG for cooking requires high level of caution, due to the danger that may arise from gas leakage. If the molecules of flammable LPG gas are present in the air at a certain concentration and there is a triggerring factor in the form of flame or sparks, explosion and fire may occur. To prevent disasters caused by a LPG gas leakage, the author proposed an Arduino-based LPG gas leak detector (GLD). The GLD is equipped with a MQ-2 gas sensor, capable of measuring the LPG concentration in air in units of parts per million (ppm). Based on the measurement result, the GLD provides an early warning of LPG leakage through 3 condition levels: Normal, Alert, and Danger. Each condition level is characterized by the activation of LED indicators, a miniature air circulation fan , and a buzzer. Alert warning is released when the sensor reads more than 400 ppm (2.05% of LPG Lower Explosive Level). Danger warning is given at 800 ppm (4.10% of LPG Lower Explosive Level) or higher reading. An HC-06 Bluetooth module creates a wireless connection between the GLD and a smartphone. Through an application created on Blynk platform, the smartphone can monitor the LPG concentration at a distance of 10 m from the GLD. The GLD is tested and succeeded to detect gases coming from an LPG cylinder and from a gas lighter. The GLD also runs perfectly for the designed early warning scheme.

Liquefied Petroleum Gas (LPG) is a mixture of light hydrocarbons, gaseous at normal temperature (15°C) and pressure (101.329 kPa) and maintained in the liquid state by increased pressure or lowered temperature. LPG is the generic name for “commercial butane” and “commercial propane”. Because of its high heating values, high purity, cleanness of combustion and easy of handling, LPG finds very wide application in a large variety of industrial, commercial, domestic and leisure uses. The history of LPG goes back to the early 1900s. The first car powered by propane ran in 1913 and by 1915 propane was used in torches to cut through metal. Current global LPG consumption is over 200 million tonnes/annum. Transportation of LPG by pipelines is environmentally friendly in that it entails less energy consumption and exhaust emissions than other modes of transportation. Worldwide, there are over 220,000 miles (350,000 kilometers) of petroleum, refined products and LPG pipelines. The majority are in the United States. Some refined products pipelines carry LPG in batch form. However, there are only about 8000 kilometers of single phase pipelines, of various diameters, that transport LPG (propane or butane) fluids (Mohitpour et al, 2006). There are a number of codes that industry follows for the design, fabrication, construction and operation of LPG facilities. However, there are no regulations or legislation that specifically cite the pipeline transportation of the product. From a safety point of view, although LPG is non-toxic, it can be very dangerous if not handled properly. A partial or complete rupture of an LPG pipeline, resulting in an accidental release, will cause issues related to evaporation, vapor cloud propagation and dispersion. Response to emergencies such as rupture and leak in LPG pipelining is thus critical and must ensure rapid action with respect to containment, control, elimination and effective maintenance/repair. This paper provides an overview the code and regulatory requirements and summarizes the more significant aspects of the design, construction and safe operation pertaining to LPG pipeline systems. It covers the timeline and statistics of the global LPG business; the type of facilities that make up the industry; and the LPG properties pertinent to pipeline design. It also addresses the significant safety issues of LPG pipelining including a discussion on emergency response and associated equipment needs and repair techniques.

<div class="htmlview paragraph">Tax concessions promote the use of Liquefied Petroleum Gas (LPG) fuel for automotive use in Europe. Modelling of the LPG evaporation process shows the importance of drawing the liquid from the tank rather than the gas, otherwise the most volatile component (propane) is used more quickly and the composition of the remaining fuel changes. It is shown that the LPG components have similar calorific values to gasoline, however injecting the LPG as a gas into the inlet port causes a loss of volumetric efficiency and peak power.</div> <div class="htmlview paragraph">The experimental results showed:</div> <div class="htmlview paragraph"> <ul class="list disc"> <li class="list-item"><div class="htmlview paragraph">The LPG fuels have similar burn rates and optimum ignition timing to gasoline.</div></li> <li class="list-item"><div class="htmlview paragraph">The Lean Mixture Limit (LML) of the gaseous fuels was weaker than that for gasoline.</div></li> <li class="list-item"><div class="htmlview paragraph">N-butane showed a higher Knock Limited Spark Advance (KLSA) than gasoline, iso-butane showed only slight knock at a very high spark advance, and propane did not cause knock under any test conditions</div></li> <li class="list-item"><div class="htmlview paragraph">The knock limit test used was a more realistic test than the tests used to find RON and MON values. The tests showed that MON was a better indicator of the anti-knock characteristics of fuel than RON.</div></li> </ul> </div> <div class="htmlview paragraph">The study found that the components of LPG fuel have similar characteristics to gasoline with similar burn rates and optimum ignition timing, but extended lean mixture limits.</div>

Compressed natural gas (CNG) and liquefied petroleum gas (LPG) are included in the group of promoted transport fuel alternatives for traditional fossil fuels in Europe. Both CNG and LPG fueled vehicles are believed to have low particle number and mass emissions. Here, we studied the solid particle number (SPN) emissions >4 nm, >10 nm and >23 nm of bi-fuel vehicles applying CNG, LPG and gasoline fuels in laboratory at 23 °C and sub-zero (−7 °C) ambient temperature conditions. The SPN23 emissions in CNG or LPG operation modality at 23 °C were below the regulated SPN23 limit of diesel and gasoline direct injection vehicles 6×1011 1/km. Nevertheless, the limit was exceeded at sub-zero temperatures, when sub-23 nm particles were included, or when gasoline was used as a fuel. The key message of this study is that gas-fueled vehicles produced particles mainly <23 nm and the current methodology might not be appropriate. However, only in a few cases absolute SPN >10 nm emission levels exceeded 6×1011 1/km when >23 nm levels were below 6×1011 1/km. Setting a limit of 1×1011 1/km for >10 nm particles would also limit most of the >4 nm SPN levels below 6×1011 1/km.

Experimental studies have been carried out for investigating engine performance parameters, cylinder pressure, emissions and engine thermal balance of spark ignition engine (S.I.E.) using either gasoline or Liquefied Petroleum Gases (LPG) as a fuel at maximum brake torque (MBT) ignition timing. MBT ignition timing for LPG is found to be 2 to 10 degrees crank angle more advance than for gasoline. Maximum cylinder pressure locations for gasoline and LPG are shifted towards top dead center (TDC) with increase engine speed. At low engine speed, maximum cylinder pressure for gasoline fuel is higher than for LPG fuel. At high engine speeds maximum cylinder pressure for LPG is nearly the same as for gasoline. Maximum pressure for ignition timing 35 crank angle (CA) before top dead center (BTDC) is greater than for 45 and 25 CA respectively. Engine produces more brake power with gasoline than with LPG. Engine brake thermal efficiency (ηbth) and volumetric efficiency (ηv) with LPG is less than for gasoline. When S.I.E converted from gasoline to LPG the loss in maximum power is nearly 14% and the loss in maximum efficiency is nearly 8%. UHC and CO concentrations for LPG are nearly one-tenth of that produced by gasoline at the same ignition timing and the same engine speed. For low engine speed exhaust and oil temperatures for gasoline and LPG increase with increase engine speed but for high engine speed exhaust and oil temperature decreases with increase engine speed. For gasoline and LPG cooling water temperature decreases with increase engine speed. Lubricating oil and cooling water temperatures for gasoline and LPG increase with increase ignition timing BTDC but exhaust gas temperature decreases with increase ignition timing. LPG has higher exhausted gas temperature than gasoline but gasoline has higher oil temperature than LPG. At different ignition timing exhaust loss for LPG is greater than for gasoline but cooling water loss for gasoline is greater than for LPG.